Fluid-brake mechanism.



No. 728,485. PATENTED MAY 19, 1903.

r 1.1". MALLINGKRODT.

FLUID BRAKE MECHANISM. urnmumn rnmn AUG. 9, .1902. 7

IO MODEL.

WITNESSES S /NVENTOR THE Noam: PzrERs co PrlOTn-LATNQ, WASHINGTON. u. c:

UNITE STATES P TENT Patented May 19, 1903.

OFFICE. f

JOHN .F. MALLINCKRODT, or DENVER, coLoRADo, ASSIGNOR TO 's UvAcE DUPLEX AIR BRAKE COMPANY, or DENVER, COLORADO.

FLUID -BRAKEiMECHANISM.

Y srncxrroarrlolv forming part of Letters Patent No. 728,485, dated May 19, 1903. Application filed August 9, T9012. Serial No. 119,084. (No model.)

To ctZZ whom, it may concern:

Be it known that I,JOHN F. MALLINCKRODT, a resident of Denver, in the county of Arapahoe and State of Colorado, have invented certain new and useful Improvements in Fluid- Brake Mechanism; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to an improvement in fluid-brake mechanism, the object of the inventionbeing to provide an improved pressure-governor and meanscontrolled by the weight of the car to regulate the pressure necessary to operate the governor.-

With this object in view the invention consists in certain novel features of construction and combinations and arrangements of parts, as will be more fully hereinafter described, and pointed out in the claims.

In the accompanying drawings, Figure 1 is a view illustrating myimprovements,aud Fig.

2 is a view in section of the governor.

...1 represents the spring-sup ported car-body,

and 2 the sand-boards, which are relatively stationary. To the under side of the carbody a rock-shaft 3 is supported and has'a lever 4 secured thereon near one end. The short end of this lever 4 is connected by a rod 5 with a chain 6, passed over a pulley 7 on' the car-frame and down to and secured to a sand-board 3. To the long end of lever 4,

but near the rock-shaft, another rod 5 is se-j cured and connected with a chain 6, passed around pulley 7 and secured to the other sand-board.

8 represents the brake-cylinder provided at one end with a casing 9 for my improved governor, as will be hereinafter described. Out of the top of the casing 9 projects the stem 10 of the governor, and a lever 11, pivoted at one end to cylinder 8, rests on this stem and has a weight 12 movably supported thereon.

This weight is connected by a link l3with the long end of lever-4, and a spring 14 or weight 15 is provided to move the lever, as will now be set forth. When the weight of the car is sufficient to compress the springs, the body 1 will move near the sand-boards 2, and the slack thus made in chains 6 will 'be taken up by either the spring 14. or Weight 15, whichever may be employed, either serving equally as wellto move lever 4: and draw weight 12"toward the free end of lever 11,

thus exerting greater weighton stem and requiring greater pressure to raise the same, as will be readily understood. It will thus be seen that the pressure required is governed automatically by thecar through the medium 6 of the mechanism above described.

The casing 9 is provided centrally with an internal.fannular'shoulder 16. and is screwthreadedjabove'this shoulder to receive a threaded'ring 17 and clamp a diaphragm 18 to the brake-cylinder, by means of a collar 22, located in the casing 9 andforminga seat for the valve 23. The duct 21 is formed below thepressure-cylinder 24, the top of the latter closed by diaphragm l8, and into the bottom of this pressure-cylinder a tubular guide 25 is screwed and is made with an annular recess 26, communicating with the pressurecylinder by a duct 27, and the valve-stem 28, carryingvalve 23, snugly fits thisguide 25, and above the same is contracted to seat a collar 29, between which and a nut 30, secured onto the threaded end of stem 28, which projects through diaphragm, the diaphragm;

is securely clamped.

The nut 30 is made with an extended flange to seata coiled spring 31, the upper end of which latter bears against a collar 32 on stem 10, which latter is supported in an externallythreaded tube screwed into the top of easing 9 and having a cap 33 sorewed thereon, as

shown. I

Into the lower end of valvestem 28 a plugvalve '34 is located, and'above' this valve ducts 35 and 36 are provided in stem 28 to permit escape of pressure through the ducts when desired. a

It will be seen that with my improvements the valve 23 does not begin to close until a certain amount of pressure is in the brakecylinder, for it does not move until the fluid me is of snfficient pressure in the ducts to squeeze between stem 28 and guide 25and enters the pressure-cylinder through duct 27. When a sufficient pressure is in the cylinder, diaphragm 18 will be raised to elevate stem 28 and close valve 23, thus shutting off all passage to the brake-cylinder. The pressure necessary to raise diaphragm against the spring is governed by the weight of the car, as above set forth.

The bottom of the pressure-cylinder, with its guide 25 closely fitting stem 28, acts to retard the ingress of fluid into pressure-cylinder,thereby allowing the quick action of some of the brakes now in use. Besides this other brakes now in use can be provided by my improvements with the excess pressure which they did not heretofore possess.

Theactionisasfollows: Supposingasudden reduction to be made in the train-pipe, quick action of the triple follows. The sudden inpour of air into the brake-cylinder is so quick that about twenty per cent. above the regular cut-ofii' of air rushes into the brake-cylinder before the air can squeeze into the pressure-cylinder. Under ordinary circum stances, as in regular service stops, the air enters the brake-cylinder gradually, allowing the air in the pressure-cylinder to rise in pressure in exact conformity with the pressure in the brake-cylinder. Thus under ordinary circumstances the governor always cuts oflt' at seventy per cent. of the weight of the car and its load, while when the quick action or emergency is used there is an additional pressure of twenty per cent. above that usually given.

A great many changes and alterations might be made in the general form and arrangement of the several parts described without departing from my invention, and hence I would have it understood that I do not limit myself to the precise construction set forth, but consider myself at liberty to make such slight changes and alterations as fairly fall within the spirit and scope of my invention.

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-- 1. In a fiuid-pressure brake system, the combination with a governor and a stem to regulate the pressure necessary to operate the governor, of a lever resting on said stem, a movable weight supported by said lever, and means operated bythe weight of the car to move the weight on the lever.

2. In a fluid-pressure brake system, the combination with a governor and a stem to regulate the pressure necessary to operate the governor, of a lever pivoted at one end and resting on the stem, a movable weight on said lever, a lever pivoted between its ends to the car-body and connected at one end with the weight to move the latter on the first-mentioned lever when the last-mentioned lever is moved, ropes or chains connecting said lastmentioned lever with the sand-bands of the car and means for moving said last-mentioned lever to take up slack in the chains and move the weight when the car-body is moved by its weight toward the sand-boards. I

3. In a governor for fluid-brake systems, the combination with a casing,of a diaphragm dividing the casing, aspring pressing the diaphragm in one direction, a valve-stem guide, a valve-stem tightly fitting said guide and secured to the diaphragm, and a valve on said stem movedto its closed position when a sufficient amount of fluid has squeezed between the stem and guide and moved the diaphragm against the pressure of the spring.

4. In a governor for fluid-pressure brake systems, the combination with a casing, of a diaphragm dividing the casing, a spring in one end of the casing bearing against the diaphragm a valve-stem in the other end of the casing secured to the diaphragm, a valve on said stem to close the fluid-passage to the brake-cylinder,a tubular guide tightly fitting the stem and between which and the stem the fluid must squeeze to raise the diaphragm and close the valve, and an annular recess in the guide communicating by means of a duct with the pressure-chamber below the diaphragm.

5. In a governor for fluid-pressure brake systems, the combination with a casing, of a diaphragm dividing the casing, a spring in one end of the casing bearing against the diaphragm a valve-stem in the other end of the casing secured to the diaphragm, a valve on said stem to close the fluid-passage to the brake-cylinder, a tubular guide tightlyfitting the stem and between which and the stem the fluid must squeeze to raise the diaphragm and close the valve, and an annular recess in the guide communicating by means of a duct with the pressure-chamber below the dia phragm, and a release-valve in the stem.

6. In a governor for fluid-pressure brake systems, the combination with a casing, of a diaphragm therein, a spring pressing the diaphragm in one direction, a stem projecting through the diaphragm and threaded at its end, a nut screwed on the stem, a collar against which the diaphragm is clamped by the nut, a guide for the stem limiting the movement of the collar, and a valve on the stem to close the fluid-passage to the brakecylinder when a sufficient amount of fluid has squeezed between the stem and guide.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

JOHN F. MALLINCKRODT.

\Vitnesses:

ROBERT II. BUCK, J. A. F. MCBAIN. 

